Control



Jaun, 1941.

F. C. FETHICKl CONTROL '7 Sheets-Sheet 1 Filed Aug. 25, 1938 mi: Emtmz.A,

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ATTORNEYS v CONTROL Filed Aug. 25, 1953 '7 Sheets-Sheet 2 I I I I I l ll I I lll' m .1 -Lmnmmmmmmnwnhmw l# y fm Jan. 21, 1941. F. c. PET'HICKCONTROL Filed Aug. 25, 1958 7 sheets-sheet 3 INVENTOR im @ad ATToRNEYsJan.21,1941 ECQPETHICK 2,229,340

CONTROL Filed Aug. 25, 1938 '7 Sheets-Sheet 4 57 v lNvENToR ATTORNEYS.HwnlllhhnHHHHMHHHHHHHHHHHHHHHUHNHHHHHUI Hmmm y.

li In# Jan. 2l, 1941.

F. C. F'ETHICK GONTROLV Filed Aug. 25, 1958 '7 Sheets-Sheet 5 ATTORNEYSJan. 21, 1.941. F, Q ETHICK 2,229,340

CONTROL Filed Aug. 25. 1958 7 Sheets-Sheet 6 74 76 Caof-F v i 7g I0 51 T60 6a 74 @715g 50.@ I I Jr@ 90 80 70 60 o 40 Jaaa/aa MILES PEA Hol/frlNvENToR- 2 rd C Raf/riff BWM ffm W2/w ATTO R N EYS Jan. 21,1941.

Filed Aug. 25, 19.58

F. C. PETHICK CONTROL 7 Sheets-sheet 7 'ard Pei/firk ATTORNEYS PatentedJan. 21, 1941 PATENT oFFlcE 2,229,340 CONTROL Ford C. Pethick, Scranton,Pa.

Application August 25, 1938, Serial No. 226,765

41 Claims.

This invention relates to a structurally and functionally improvedcontrol, capable`of use in various associations but primarily intendedfor employment in connection with steam locomoti'ves.

It is a well appreciated fact to those skilled in the art thatconsiderablediiiiculties are experienced in the operation of alocomotive and that one of the main difculties is that of controllingthe steam cut-off. Even conceding that the locomotive is inperfect-operating condition and that proper steam pressure ismaintained, the operation of such locomotive involves numerousvariables. These variables include, for example, the

' fact that the locomotive will be operated at different sustainedspeeds and will involve in its operation acceleration and decelerationperiods and in traversing a right-of-way will encounter inclines,curves, declines, and other factors which will correspondingly vary thetractive load. As further qualifying .the operation of the locomotive,one must consider the conditions involved in a train of maximum length,as against a train of minimum length. I

Practically everyone is, of course, conversant with the fact that alocomotive is provided with a control commonly known as ythe throttle,by means of which the engineer governs the flow of. steam from theboiler to the steam engine porP tion of the locomotive. However, toproperly govern the operations of the locomotive and in a manner suchthat its efforts will be consistent with the variable conditionsencountered, it is customary to provide a`secondary control to adiustwhat is commonly known as the cut-off. This control governs theoperation, or timing,

of the valve mechanism by means of which steam is admitted to thelocomotive cylinders. By adiusting this mechanism to, for example, oneextreme, steam may be admitted during only ten Der cent of the workingstroke of the piston while in the opposite extreme steam may be admittedto the cylinder during more than eighty per cent of the piston stroke.The former condition,

' known as "short cut-Orff. would govern, for exadmits steam to thepistons and in the interest of simplicity and economy it has beencustomary to control the position of the valve cut-off by the samemechanism which controls the reverse gear it being emphasized that inboth problems there is involved the question of timing steam admissionto the cylinders, as controlled by the In further considering theinvention, the question of reverse operation of the locomotive will begenerally ignored.. With this thought in mind and returning to aconsideration o f the adjustment of the valve mechanism or so-calledcutoiT, it will be appreciated that the engineer receiving orders toproceed to a given destination under a definite schedule, primarilyascertains the speed at which the locomotive must be operated in orderto maintain the desired schedule. In making this calculation he will, ofcourse, visualize the different conditions of trackage which will beencountered, the weight of 'the train, etc. In acting upon thesecalculations he will, on starting the train, adjust the valve mech--train picks up speed the cut-01T should be shortened.y In other words,the valve mechanism should be adjusted so that steam-is admitted to thecylinders through only a lesser portion of the piston strokes. Thisadjustment will be continued as the train accelerates and thus maximumdraw-bar pull, consistent with utmost eiliciency, will be maintaineduntil the train reaches a speed which the engineer has calculated to beits proper maximum speed. When the locomotive has reached the properspeed the cut-off should be further shortened to keep the locomotivefrom accelerating beyond the desired speed.

This lshortening of the cut-oft will decrease the power developed by thelocomotive andwill at the same time reduce the amount of steam consumedby the cylinders and Ithus conserve fuel and water. Obviously, if anupgrade' is encountered or if in any other fashion the loadlncreases-the valve mechanism will have to again be adjusted so as tomaintain the desired speed. Conversely, upon a straight portion of trackbeing encountered, care must be taken to be sure that the locomotivedoes not reach Aan excessive speed. A condition such as this will ofcourse, be aggravated should the train encounter a down ther shortened,or in fact the valve mechanism may be rendered inoperative insofar asadmission Vof steam to the cylinders is concerned. If this operationdoes not suciently retard the locomotive, the engineer should close thethrottle and if necessary apply the brakes. Various other operatingconditions will, of course, be encountered, but it is believed that theforegoing adequately exemplies the general theory of operation of thevalve mechanism.

To the uninitiated the problem presented might appear simple ofsolution, but when it is realized that the engineer must observe theright-of-way and signals as well as a multitude of gauges, indicatingdevices, etc., it will be understood that he will frequently neglect toadjust the valve mechanism so that the locomotive will be operatingwithemaximum eiiiciency. Quite aside from the fact that such failuretoadjust is liable to result in loss of power and inability to maintainschedule, a considerable wastage of steam and fuel results, which,multiplied ly the number of trains in operation, reaches an appreciablefigure.

While various forms of apparatus have been developed in order to assistin a proper operation of the valve mechanism with particular referenceto the cut-oif, these developments have, in their operation, left muchto be desired aside from the .fact that they have been very expensive.For this reason it has been usual for an engineer to depend upon hismental impressions to deter- I mine whether or not the valve mechanismhas which, if desired, noindication'need necessarily be given to theengineer, but in which, by automatic mechanism, the cut-ofi' will beregulated and maintained in an adjusted condition compatible with theconditions under which the locomotive is currently operating, so thatmaximum eiciency results. g

A still further o ject is that of furnishing a control or indicati gdevice in accordance with either of the preceding objects and which mayreadily and economically be applied to' locomotives as heretoforemanufactured or as currently produced, such device embodying relativelyfew parts, each individually simple and rugged in construction andoperating over long periods of time withfreedom from all dimculties andto achieve the results afore referred'to.

. Another object is that of providing a mecha- 2,229,340 grade. Ineitherevent the cut-ofi should be 'fur- Fig. 2 illustrates diagrammaticallythe wiring circuit which may be involved; one condition of operationbeing embraced in this circuit;

Fig. 3 is a view similar'to Fig. 2, but showing a dierent condition thanthat exemplified in the l preceding figure; l

Figs. 4 and 5 illustrate still further conditions which are encounteredunder locomotive operation; l

Fig. 6 is a front elevation of the rheostat which l may form a part ofthe circuits shown in the preceding views;

Fig. 7 is a sectional view taken along the lines 1-1 and in thedirection of the arrows of Fig. 6;

Fig. 8' is a graph showing generally the ideal 1 conditions of cut-owhich prevail at given speeds in one type of locomotive, and

Fig. 9 shows a wiring diagram of an installation which will serve merelyto warn the engineer as to correct or incorrect adjustment of the valve2 indicates a locomotive of any desired type and 2 provided withcylinders i6 within which pistons l1 travel to operate driver wheels i3vthrough the medium of a connecting rod I9. Admission of steam into thecylinders is controlled by a valve assembly 20, the operation of whichis governedl 3 by mechanism generally indicated at 2i and which iscontrolled by a power reverse gear.

This gear, in accordance with conventional practice, may include acylinder 22 connected to air or other suitable fluid under pressurethrough 3` a valve 23, `the latter usually serving to permit oftheexhausting of air to either side ofthe piston (not shown) within thecylinder 22 which causes the reach rod 24 to be shifted tocorrespondingly adjust the gear 2|. position which the piston withincylinder 22 may assume, the valve gear is adjusted so that thelocomotive will drive in a forward direction with full steam cut-oil'while in the opposite extreme position the locomotive will operate in asimilar 4 manner but in a reverse direction, it being, of

course, assumed in both that steam will be admitted to the cylinders.

Admission of steam to valve 20 is governed by.

the throttle control 25 and the position of the g valve 23 whichcontrols the admission of duid into cylinder 22 is governed by thereverse lever 26. Itis, of course, to be understood that usuallyequi-distant between the two extreme positions of the -latteras beforereferred to, the valve gear a will be in whatis generally known asmid-gear and with substantially or actually a -zero cut-oil'.

In other words, regardless of how Afar open the throttlecontrol 25 maybe, no steam will be ad- 'mitted tothe cylinders. Between this mid-geara position and the two yextreme positions/afore mentioned, thelocomotive operates with greatest eiliciency under normal conditions.

In Fig. 1a there is indicated a control board or panel 21 which mayconveniently be situated ci within the cab `of the locomotive and thispanel may mount a speedometer 28 which will indicate the` speed at whichthe locomotive is moving. Ihe board may also mount signals such, for exiample, as lamps 28 and ll, which will respective- 71 ly indicate thatconditions o f operation areimproper and so, that controll 26 should beadjusted to lengthen or shortenthe cut-off.' Additionally" f the panelmay provide a register 3| which'will' indicate the total In one extreme4 distance traveled by the ve- Il hicle and a register 32 which willindicate the aggregate number of miles during which the engine hasoperated below emclency. Finally, the

panel may mount a control 33 provided with a handle 34, or any othersuitable structure, so that it may be adjusted to indicate the speed atwhich thev locomotive is scheduled to proceed.

According to the `present invention, a speed responsive element iscoupled with the locomotive. While this element may take numerousdifferent forms, it is preferred in the interest of simplicity that itbe in the nature of an electrical generator 35 which is driven by atorque cable 36, or otherwise, by one of the wheels or axles of thelocomotive, this generator being of course preferably mounted againstshocks and jars and being protected against the entrance of foreignmatter, moisture, etc.

The speedometer 28 is connected, as shown in Figures 1 to 5, throughleads 31 and 38 with the terminals of generator 35. The latter ispreferably of the D. C. magneto type, and it will, of course, beunderstood that the voltage generated varies as the locomotive speedvaries. The speedometer may, if desired, be in the nature of a voltmeter with its face calibrated to provide a reading of miles per hour.The control 33--34, as shown in Fig. l, is coupled to the movable arm 39of a rheostat 49, the effective resistance per unit length of which is aconstant, it being noted that the resistance body 46 is connectedthrough a lead l2 to a brush or power terminal of the generator 35.Before departing from a consideration of this particular structure, vitwill be observed, in Fig.'1a, that the control 33 embraces a dialprovided with graduations indicating various speeds and that accordingto the position of the pointer which traverses this dial, arm 39 isadjusted with respect to the resistance body 40.

As afore brought out, visual signalling means may be provided by thelamps 29 and 30. The rst of these, whenenergized, is intended toindicate that the cut-off should be lengthened, while the secondindicates that the eut-off should 45 be shortened. In certain respectsit is preferred to employ signalling means of this type. However, itwill be apparent that audible signalling means might be employed in lieuof the lamps, or supplementary thereto'. In the former event 50 thedesired results are achieved by simply substituting for the lamps anydesired types of buzzers or their functional equivalents, while if thelatter condition isdesired, such audible signalling means might beprovided in shunt withlthe 65 lamps or other indicating means. Theseprecise alternative structures have not been illustrated in detail inthe drawings for the reason that they are well known to even unskilledpersons and to include such devices in the illustration would mere- 60ly serve to confuse the latter. In any event, to control the functioningof these signalling media, various types'of units may be 4 employed. Itis preferred, however, as illustrated, to utilize more or less standard.contact-making` 55 volt meters such ashave been indicated at 43 and 44respectively. Both of these may conveniently` 75 of units of this typeis well known and for this beyond the switch 56 is provided with abranch 59 reason is believed to need no further description. In thefollowing claims and with reference to this structure as well as thestructure hereinafter described and as illustrated in Figure 9, theseunits will be referred to as circuit makers and break- 5 ers andrelaying means. As will be apparent this is the primary function ofthese units. A lead 41 extends from lead 31 and has interposed within itunit 43, while a lead 48 has inter-l posed within it the unit 44 and hasone of its ends connected to lead 31 while its opposite end is coupledby way of lead 4| to arm 39 of the variable rheostat. Atthis time itwill be observed that leads 41 and 48 may have branches 49 and 50respectively coupled to them at points beyond units 43 and 44, thesebranch leads, together with leads 31 and 38, being conveniently providedwith terminals 5| to which a recording unit (not shown) may be connectedfor a purpose hereinafter brought out.

. Leads 52 and 53 are coupled to a source of electrical current supplysuch, for example as the wiring extending from the electrical system orgenerator which is conventionally associated with a locomotive and whichis ordinarily driven by a turbine. Lead 52 has interposed within it aswitch 65 and is provided with a branch 55 within which a switch 56 isinterposed. Lead 52 extends in advance of this branch 55 and is coupledto one of a group of terminals 51, the purpose of which will behereinafter brought out. Lead 53 -has interposed within it a switch 58and is prowithin which exists a gap normally bridged by a switch 60 .andbeyond which the branch is connected to the operating coil 6D of arelay. The other side of coil 60 is-connected to lead 53 after it haspassed through the gaps normally bridged by arms 45.

By a branch 6| lead 52 is also coupled to the signalling device 30 andthe other side of the latter is coupled to lead 62. Lead 62' whichbranches olf of lead 53 before the same passes through switch 58, iscoupled to lead 62 through a gap capable of being bridged by the contactbridging arm of the volt meter 44 when the latter is fully energized.Also that portion of lead 53 which extends immediately beyond switch 58is coupled to lead 62 through a contact bridging portion 45 ofthe voltmeter 43, when the latter is fully energized. This is referred to as.branch |02. It willadditionally be observed that a branch 63- may becoupled to leads 62 and have interposed 60 in it the coil 64 cf afurther relay, this lead extending to a toggle switch 65, ln turncoupled to branch 55 beyond switch 56].

, Now returning to a consideration, of Fig. l, as well as Fig. 2, it isto be observed that a switch 54 is mounted adjacent the cross-head 61 ofthe locomotive, and is provided with an operating 'arm 66 whichconveniently extends adjacent such cross-head so that it may be engagedby a pin 63 each time the head 61 reciprocates. Also 70 switch 56 isconveniently associated with the reverse gear lever 26 and any suitableform -of construction may be employed to assure of a cosing switch 56when the lever is potentialized One convenient form of structure mayinclude an operating rod 88 attached 'to the switch and having its outerend coupled toa manually releasable pawl or latch 10 which is engageablewith the quadrant 1|. A spring'retracted cap 12 may be associated withthe lever and be engageable with the hand engaging portion of the latchso as to be capable of retaining the latter in inoperative position. Insuch position it is apparent that the switch 56 isclosed although itwill be likewise apparent that by simply releasing the latch the switchwill remain in open position. The reverse gear lever 28 is coupled tothe valve 23 by a link or rod 13'and as lshown in Fig. 2 an actuatingarm 14 may depend from this arm so that when the lever 26 is in one ofits extreme positions, switch 60' will be opened while if the lever ismoved past a mid-gear position, the arm 14 will engage the arm of toggleswitch 65 to actuate the latter. Thereupon, this switch will remain inopenvcondition until the reverse lever is again shifted to a point alongthe right hand side of quadrant 1I, as viewed in Fig. 2. At that timethe actuating portion .forwardly to an extreme position, causes thevalve controlling mechanism to be shifted to a position at which thevalve ismaintained in open position for a maximum period of timethroughout each stroke of the piston I1. When shifted to a positionequidistant from the ends of quadrant 1l, the parts are controlled sothat the valve mechanism is in eiiect inoperative. In other words, nosteam.is admitted to the cylinders. When shifted to the left portion ofthe quadrant, the valve mechanism is governed to cause the admission ofsteam so that the locomotive will be driven in a reverse direction andwith increasing length of the valve opening period, the further thelever is moved to the left. In order to avoid undue illustration,thepresent control has not been shown as operative with the locomotivedriving inxa reverse direction. This is for the reason that ordinarily alocomotive is operated in .such a direction throughout only shortperiods of time and therefore the application of the control neednot/ordinarily be` carried over to govern during such a driving.

However, it will be obvious to those skilled in the art that in thefirst instance the control might be adapted without diillculty tolocomotives which do not involve the precise operation of the reversegear lever which, has herein been assumed, and ,also that by mereduplication or otherwise the control might be applied to reverse as wellas forward driving of the locomotive. v

. Additionally, it is to be understood that in Fig. 1 the parts havebeen' illustrated in a condition such that it is to be assumed thelocomotive is standing still with the throttle closed and the reverselever set for forward operationf of the locomotive, while in Fig. 2 theparts have been shown'in a position which they would assume if thelocomotive were moving -forwardly and below a speed which the engineerhad calculated In such embodiment the reverseV aaaasco as beingdesirable for the run. Additionally the parts in this ligure illustratea condition where the cut-01T of the valve is too short to developmaximum draw-bar pull and the automatic in light lines while theinitially active portions of the .circuit have been shown ixLheavylines, it being noted that what might be termed the secondary actingportions of the circuit have been indicated in dash lines. This same.method of illustration has been followed' in succeeding views andinthese, together with Fig. 2, those portions of the circuit which areconstantly energized have been shown in dot-and-dash lines,dash-and-dash lines, or solid lines as the case may be. 1 Y

Now,` with continuing reference to Figs.v 1 and 2, as well as Figs. 6and 7, it will be observed that a variable rheostat generally indicatedat 15 may conveniently be mounted by thellocomotive-at a point adjacentthe valve gear and prei'- erably'in proximity to the reach rod 24. Thisrheostat may include a suitable di-electric body v1li, the edges ofwhich are rounded as at 11 and the body being wrapped with orencircledby a coil of resistance wire 18. A contact 18 traverses the resistance18 and is shifted longitudinally yof body 16 by being mounted upon rods88, and

8l. Conveniently, the rod 88 may be 'screw threaded as at 82 to engage\.with corresponding threads formed in the fbore'fof block 83 whichmounts the arm carrying contact 19. Rod 8| merely has sliding contactwith a second bore formed through'block 83, this rod serving tostabilize the block and contact as they move transversely of theconvolutions of the resistance. Rod 80 may be adjustably coupled as at84 to thev reach rod 24 and it will beounderstood that byV rotating rod88 with reference to block 83 the latter may be adjusted to a properposition with reference to the range through which thevalve mechanism isoperating.-

Having in mind that in the embodiment illustrated the'control has notbeen shown as operative during reverse movements of the locomotive, 1theresistance 18 is shown as terminating at a point midway of the extremesof travel of block 83 and as the latter moves in response Ito movementsof the reach rod 24. There has been diagrammatically shown at 14' anactu- 'ating arm or nnger similr to the actuting portion 14 shown inFig. 2. Also, there has been indicated at 55'l a toggle switch similarto switch 65 heretofore described. 'I'his structure may be f used inaddition to the actuating portion 14 and toggle switch 65, or in certainvinstances it may be substituted Afor the. latter structurethe pur-).pose of this apparent duplication being hereinaftenbrought out. As isobvious, switch 65 being interposed in leads -83, it follows'that whengear lever 26 is moved to the left beyond zero cut-off position thisswitch will be opened, thus opening the lead to coil 84. Also during areturn movement of the reverse gear lever, switch 56 ,will be closed,thus closing tthe lead to coil 64. Likewise, switch -85 will be vengagedby arm 14 when the reverse gear lever is moved to a substantiallyneutral position and when moved beyond such position the switch will beactuated to Open the circuit through lead 52, thus disconnecting lead 52from the external power source. A movement of block 83 in response to anadjustfmA ment of lever Zlitoav forward drive course,

result in theswitch again being closed. f' A Referring to Fig. 8, vitwill be observed tha there has been diagrammatically shown an idealcondition of cut-ofi as governing theoperation of one type oflocomotive-and in which, for example, when the locomotive is operatingunder perfect conditions, the cut-ofi' governsthe valve' mechanism sothat steam is admitted during 82% to 81% of piston travel, while thelocomotive re'aches a speed of from zero 'to ten miles per hour. Asfurther indicated, the percentage of Y cut-o should, fr example, bedecreased as shown to approximately 70% when this particular type oflocomotive reaches a speed of around 35 miles per hour, substantially61% at around 46 miles an hour, 48% at 60 miles an hour, 31%

at70 miles an hour, and so'towards zero cut-off position as 90 miles anhour (the maximum theoretical speed of the locomotive) is approached.The characteristics of the percentage of cut-off as afore reviewed andin relation to the speed of forward motion of the locomotive arefollowed in connection with the' resistance values embodied in thewindings 18'and thus byl moving a contact over these windings andpassing a current through the elements the registered underconsideration; For example, if resistance y wire be wound on a bodyv 16of a denite thickness and having a face shaped 'asshown by the curvesofFig. 8, and if the locomotive to which l this-comm has been applied istravelling-.at

' adjustment being conveniently achieved by shift-` say 20 miles pervhour, then in order for rheostat 18 `to insert sufficient resistance inseries with relay V93 toreduce the voltage generated by 35 (at 20 milesper hour) to an amount just enough to balance relay 43 in its centerposition,(as shown in Fig. 4) then contact 19 would have to'` be movedtoa'pointon resistor corresponding to the vertical line marked 19(cut-0E) 20 (miles per hour). VThus, a portion of -rheostat is insertedbetween 'the full cut-off end of the rheostat and the position ofcontact 19 in the circuit. This indicates' that the-valve 28 of thelocomotive is set to cause the locomotive to develop maximum draw-barpull at the given speed of 20 `miles per hour. This will be furtherdiscussed at a later Now, to connect the parts so that thedesired of theterminals of generator 35 and is coupled to the outermostv convolutionof resistance 18, and a lead 86 extends from the contact making voltmeter 43 to contact 19. I-t has heretofore been noted that'suitableprovision for'initial. adjustment of contact'19 with reference to therheostat is made at the time of the application of the control apparatusto the locomotive, such ing rod with respect to block 83 and also bymeans of the coupling 8l, ladjusting the rod with reference to the reachrod 2l. Of course, any desired type. of variable resistance 15 may besubstituted for'the one heretofore described and if this resistanceinvolves a. wire, the latter may be suitably anchored againstdisplacement. However, it-,will be noted that the contact 19 will- 'gapwhich is bridged by contact member '93, this gap which is bridged bycontact portion 95, this occupy a position with reference tothejresistance corresponding to the ideal percentage of cut-oil whichshould prevail at a given-speed, to 'develop maximum draw-bar pull.Thi'soccurs due to the fact that a shifting of rod 13 results in ashifting 5 of reach rod 24 to adjust the valve mechanism so that a givenpercentage of cut-off will be established. Actuating rod 88 beingrigidly coupled or otherwise suitably. connected to reach rod 2,4, itfollows that the contact must assume the desired position with referenceto the resistance. v

In order to furnish a mechanism which will vautomatically correct thepercentage `of cut-olf in proportion to the speed of the locomotive, Imay employ a. direct currentshunt Wound motor which hasbeen indicated at81 and the'shaft of which is provided with a brake 88 actuated by anelectromagnet 89; the-brake being applied when electromagnet 89 isenergized. This motor may function through a straight line helicalplanetary type gear reduction unit 90 to drive a gear 9|, the teeth ofwhich mesh with the teeth of a rack portion 92 forming a part of rod 13.It should be noted that the planetary type gear reduction unit isreversible. That is, if the rod 13 is manually shifted by means ofreverse lever 26,

` then the gea-r unit 90`will turn the armature of l reference to Fig.2, that contact bridging members 93, 94 and 95 are controlled by theyelectromagnet 60. This magnet is energized by current flowing throughleads- 53 and 59, and accordingly- 40 the circuits with which elements93, 94 and 95" are associated are closed. A branch 96V extends from lead53, in advance of, switch 58 and has a branch extendingthrough to onepole o1 the motor 81.v A branch 91 extends from, forexample, switch56.and has a sub-branch 98 within which the shunt winding 99 of'motor 81is interposed.V 'I'his branch 98 isconnectedto lead or branch 96. Leadl91 extends beyond branch 98 and has its gap bridged by contact member 94and is connected tothe second pole of motor 81 by branch |01. Finally,it will be noted that lead 52 is provided with a 'branch |09 having a 55branch extending in common with lead 52 to one of the terminal' members51. -It is also to be noted that lead 62 extends to one of the terminalmembers 51.

Thus referring to Fig. 1a, one is to assume that 50 the engineer has,for example, set' the control handle 34 for a speed which he has decidedupon as being proper and has thereupon opened the l throttle to permitswitch 58 to close and the locoorder to accelerate the locomotive to thedesired speed as quickly as possible.

Accordingly, contact-making volt meters 43 and 44 remain biased by theirsprings 46. The position of each relay indicates respectively that thelocomotive cut-olf is too short to' cause the locomotive to developmaximum draw-bar pulland that the speed of the locomotive is less thandesired. Thus, as illustrated, current flows from lead 53 through switch58 to energize coil 60 and thence through lead 59, switch 60' and sothrough lead 55 to lead 52. interposed within branch 53 it follows thatit will be energized to indicate to the engineer that the cut-off mustbe lengthend. Of course, with an automatic compensation or correctionfor such a condition-such asis provided by the motor 81-it is notnecessary that such a signal be given. However, it is ordinarilypreferred to furnish the engineer with indication of a condition whichrequires correction so that if, due to conditions which may not beanticipated, the apparatus does not automatically adjust for thatcondition, he

may be aware that a failure has occurred. Quite aside from whether ornot signalling provision is resorted to, it will be observed, that theenergization of coilI causes current to be supplied through leads 96 and91 -to the terminals of the motor 'l field coil 99 already beingenergized through lead 98, to drive the same in a clockwise direction.This will result in a-shifting of rod 'I3 in the direction indicatedbythe arrow in Fig.

2 to cause a lengthening of the valve cut-off. Such through lead 53 whenthe cut-off has been adiusted to a position such that maximum draw-barpull compatible with the speed of the locomotive is reached, such speedbeing of course determined by the generator 35. With amovement of thevolt meter 43 as described, the current ilow through the signallingdevice 29. is of coursev interrupted while a current ilow through thesig- -nalling device 30 still does not result. Accordingly, the engineerwill know that his locomotive is operating with maximum draw-barpull,due to the fact that neither signallingA device will befunctioning. Under these circumstances it is of course understood thatcircuit bridging portions or contacts 93, 94 and 95 move to circuitopen` ing positions and the motor 81 is no longer driven.Simultaneously, a contact bridging portion |0| is rendered operative tocausein a manner hereinafter brought out-an energization ofelectromagnet 89 to prevent further and accidental movement on the partrof motor 8T. O-f course, under ordinary conditions of operation currentsurges and variations will occur and it would not be desirable that thecontact-making volt meters follow instantly and precisely everyone ofthese current surges. To that end there may be associated with the voltmeters any one of numerous units or vstructures which will dampen theaction of the latter and prevent a chattering of the same.

The signalling unit 29 being The purpose of switch 60'. becomes apparentwhen one considers that as shown in Fig. 2, the

rod 'I3 is being shifted outwardly and under certain conditions it isconceivable that the cut-off would tend to lengthen beyond the limits ofthe structure so that damage to the parts might result. dition isreached the actuating portion 14 will open switch 60' and the circuitthrough lead 59, this resulting in de-energization of electromagnet 60which will, of course, de-energize motor 81 and cause the brake of thelatter to be set as will be hereinafter described.

Now, referring to Figure 3, it will be observed that a condition hasbeen illustrated wherein the locomotive is still moving forward andbelow the vspeed for which the control or rheostat 39-40 has been set,as indicated by the spring biased position of relay 44.. The cut-oil" istoo long to develop maximum draw-bar. pull as indicated by the fullyenergized position assumed by relay 43, and the motor 81 is shorteningsuch cut-olf. Thus, it is again to be understood that the generator 35is supplying current to the speedometer 28 and to the contactclosingvolt meters. Under `the :conditions set forth volt meter 44 willre .unit 30" which isinterposed in leads 62-61 whichare extended fromlead |02, thence to lead 52 as 1n Fig. 2. The condition of unit 44 maybedisregarded because current ow thereto is interl rupted. Incident to theposition of unit 43 current will also flow through the branch lead |03extending from lead |02 at a point beyond unit 43 and thence throughcoil 64 to switch 65 and so to branch 55 and lead 52. The energizationof coil 64 results inthe switch elements |04,` |05 and As will beapparent, before such a con-1 |06 controlled thereby being moved tocircuit closing positions. -Consequently since lead |01 is connected tolead 96 in advance of the gap in the latter bridged by arm 93 currentflowing through lead 96 from lead l53. will pass into'branch lead |01and so to. one of the terminals of motor 81, the current additionallyflowing through branch 98 and shunt eld 99 to lead 91 and thence tovbranch 55 and lead 52. Incident to the closing of switch |05 currentwill also flow from lead 52 and branch 55 to switch 56 to branch 91through lead |08 connected thereto and so to the second terminal ofmotor 81 thus actuating the latter. It is to be noted, however, that thecurrent flow is thus controlled to cause a driving of the motor in a.reverse direction from that which occurred in Fig, 2 and consequentlythe rod 13 is moved in the direction indicated by thefarrow in Fig. 3 tocause a shortening of the cut-off. Lead |00 .is still energized underthese conditions, incident to the fact that the extension |09 which liesbeyond the same has its gap closed bythe circuit breaker |06 so thatcurrent flows from lead 52. It should be noted thatlead 62' since it ispermanently attached to lead 53 is energized at all times, during whichthe external sourcefeeding lead 53 is supplying power.

Now referring to Fig. 4, a condition has been illustrated in which it isassumed that the locomotive is moving in a forward direction and thespeed is equivalent to that for which rheostat 40 has been set, asindicated by the relay or voltmeter 44 balancing the arm 45 between thetwo sets of contacts. In this gure also the cut-off is adjusted formaximum draw-bar pull, which fact is indicated by the lvoltmeter 43balancing arm 45 in the center between the two sets of contacts. Inother words, under these circumstances no movement of lever 26 shouldoccur. Therefore, generator 35 will balance against variable rheostat 15and rheostat 40 in a manner such that the current through units 43 and44 will be adequate to maintain them in a balanced condition, or inother words in a condition such that their contact making portions 45will not engage any of the pairs of terminals disposed adjacent thesame.

Consequently, current will flow from lead 52, branchv 55, switch 56,branch 91 through the branch IIO thereof and through coil 89 to ener-`gize the latter and operate brake 88 to hold the motor shaft againstmovement. Of course, this will hold rod 13 against movement and thereverse gear will accordingly be maintained in the position to which itis adjusted. Beyond the coil l89 branch |I0 continues and is providedwith the gap which is bridged` by a contact engaging portion |0|. Thisportion may conveniently be associated with the arm which mounts contactbridging portion 95 so that the circuit through lead |I0 is closed whencoil 60 is not energized. Lead |I0 continues beyond portion IOI and isvprovided with a further gap bridged by a portion ||2 convenientlyassociated with the arm which supports the ,contact bridging portion|06' and which portion |.I2 is operative when coil 64 is de-energized.Beyond portion ||.2 lead ||0 is continued and connects with lead 53 byway of lead 62'.

At this time it is to be observed that lead 62 is continued in the formof a branch I I3, the end of which is defined by the third terminal 51.Thus, the adjustment oi the parts is maintained and both signallingmeans 29 and 30 lare rendered inoperative, it being of course understoodthat incident to the dampers associates with the contact making voltmeters, the latter will not function to energize any portionsof thecircuit, despite the fact that small fluctuations in the current supplyflowing from generator 35 might be evidenced'through the circuit, duetominor and rapid movements on the part of the rheostat and such as mightoccur incident to thrust upon the reach rod 24 or due to vibration.

Now referring to Fig. 5 there has been illustrated a condition in whichthe locomotive is continuing to'move forward, but such forward movementis `at a speed greater than that for which the rheostat 40 has been setas evidenced Also, the cut-off is too short to develop maximum draw-barpull. However, due to the fact that such maximum draw-bar pull is notneeded to maintain speed, the control will, under these circumstancesfunction to shorten the cut-off and,

thereby increase the eiiiciency with which the locomotive is operating.y

Thus: the condition of balance as set forth in Fig. 4 will be disturbedand consequently the current developed by generator 35 will act to causethe contact-making volt meter o'r relay 44 to be energized in a mannersuch, thatits contact bridging portion 45 will be moved to an extremeposition against thebias developed by spring 46. However, the volt meteror relay 43 will remain in engagement with the terminals defining thegap in lead 53. Accordingly, current will` flow through lead 52 andbranch 55 5 through switches 56 and 65, through leads 63 and |03including coil 64 and thence through lead 63, lead 62 through contactbridging portion 45 and so through lead 62' to lead 53. A secondinitially energized portion of the circuit will, of 10 course, beestablished through lead 53, lead 62', contact-bridging portion 45 ofrelay 44, lead 62, lead |03, and through lead 6I, and so back to lead52. In flowing through lead 6| the current will, obviously, energize thesignalling unit 30 to 15 indicate that the cut-offrequires to beshortened so that the engineer will receive an indication to thiseffect, should it be desired to provide him with a signal.

In flowing through coil 64 the current will, of 20 course, cause anenergization of the latter, so that contact bridging portions |04, |05and |06 are shifted to circuit closing positions. In such shiftingcontact bridging portion ||2 will, obviously, be moved to circuitopening position and 25 the brake will be released.v Accordingly,current will flow through lead 53 and lead 96 to lead |01, throughcontact bridging portion |04 `and so to one terminal of motor 81.Current will also flow through lead 96, branch 98 and through shunt 30coil 99 to lead 91. Current will additionally flow through lead 91 tobranch |08, the gap of which is bridged by contact portion |05, and thusto the second terminal of the motor 81. This will, of course, cause thecircuit through the motor to be completed and the current will flow in adirection such that rod 13 will be moved as indicated by the arrow inFig. 5 to shorten the cut-off.

Thus, due to the fact that the speed of the locomotive is equal to orabove'that for which rheostat 40 has been set it will be noted thatrelay 44 has drawn bridging arm 45 against the bias of spring 46 awayfrom the gaps normally bridged by such arm. This de-energizes coil 60and allows the motor 81 to shorten the cut-off of the locomotive to apoint considerably less than that required to develop maximum drawbarpull. This will decrease the amount of steam used and greatly increasethe efficiency of the operation of the locomotive. As the cut-oil' 50 isshortened the speed will decrease. This will decrease the voltagedeveloped by generator 35 and incident to this the relay 44 will causearm 45 to assume a central position between the two setsl of gaps as.shown for relay 44 in Fig. 4 to indicate that the locomotive istravelling at the desired speed. -It might be well to observe at thispoint that with the locomotive travelling at the desired speed and thearmv 13 and lever 26 set for a cut-oi much less than that required todevelop maximum draw-bar pull, relay 43 will have its arm 45 biasedbyspring 46 to the position shown in Fig. 5 due to the fact that so greatan amount of resistance has been inserted into leads -86 that thevoltage produced by generator 35 is not sufficient to overcome both theresistance of rheostat 15 and the /bias 46 of'relay 43. This latterposition of relay 43 will however, have no effect on the circuit sincelead 53 to coil 60 and device 29 is opened by the normally I0 biasedbreaker of relay 4.4.

Assuming that the locomotive is operating on 'say a level section oftrack at the speed desired balanced in the center. Now should the speedof the locomotive decrease for any cause, relay 44 would close itsnormally biased contacts. to energize coil 60 and device 29 to lengthenthe cut-off.

The lengthening of the cut-off will increase the draw-bar pullof thelocomotive and thus increase the speed of lthe locomotive and againbalance relay 44 in the center.

Now should the' speed of the locomotive increase above the speeddesired, the condition i1- lustrated in Fig. would result and thecut-oil? would be shortened to decrease the speed of the locomotive.

In other words, to sum up, the operation of the equipment shown in Figs.2 and 3 is such as to maintain a cut-01T which will develop maximumdraw-bar pull. In both these cases the speed is assumed less than thatdesired and the maximum draw-bar pull operates to increase the speed.

In Fig. 5 and the condition above described, where the cut-01T isadjustedso as to give less than maximum draw-bar pull, the desired speedis assumed to have been reached and then the cut-olf has been shortenedto a point less than that required to develop maximum draw-bar pull' butthe cut-off is adjusted so as to develop just enough power to maintainthe desired speed.

This last consideration' is very important in that after the locomotivehas gotten up to speed, just enough steam and' thus just enough coal andwater is used to keep the locomotive operating at its greatest possibleeiliciency.

If the locomotive is going forward at a speed greater than that forwhich rheostat 39-40 is set, the signalling device 30 will be energizedregardless of whether throttle'25 is open or closed and regardless ofthe position of lever 26 as long as this lever is not in the reverseposition. The circuit which establishes this is as follows: from lead 52through switch65', through lead 6| to device 30, thence through lead 62and gaps which are bridged by bridging arm 45 of relay 44, when thisrelay is highly energized, and thence to lead 62 and lead 53. y

This arrangement provides a means for advising the engineer whenever thespeed of the locomotive becomes too great, regardless of whether it iscoasting or under power.

Now in Fig. 9 there has been illustrated a setup of appara-tus such asis employedwhere no automatic correction is desired but ratherdependence is placed upon a signal indication to the engineer who-it isassumed-will thereupon correct the improper operation as evidenced bythe signalling means. With the parts in the position shown, a conditionis approximated wherein the locomotive is'stationaryand the throttle isclosed. With the throttle 25 closed, the switch 58 is, of course, openedand accordingly current flow through lead I |3 to lead ||4 isinterrupted,.thus deenergizing, with the excepting of the portionhereinafter noted, substantially all portions of the apparatus. Arheostat character and corresponding to rheostat 'I5 is employed andtheslide traversing -this rheostat is coupled in the manner hereinbeforedescribed to the reverse control. A generator ||5 corresponds togenerator 35 and is coupled to the contact making volt meters or relays||6 and (corresponding to relays 43 and '44 respectively) as well as toa rheostat I8 traversed by a pointer ||3 (each corresponding to rheostat40 and pointer 39) in turn connected to the unit Current supplied bygenerator I I5 of course energizes the volt meters or relays as well asthe speedometer 28 and a recorder which will hereinafter be referred to.

The switch 58 is interposed in a branch |20 of lead ||4 which-latterextends across the control apparatus and has in series with it thecrosshead switch 54. Lead ||4 after it passes through switch 54, alsoconnects to the counters |2| and |22; the latter being 'provided withelectromagnets such that impulses transmitted by lead ||4 causeenergization of one or both offthese registering units. Counter |2|-operates register 32 and counter |22 operates register 3|. Counter |22is connected by a lead |23 with lead ||3' and it follows that every timeswitch 54 is closed this -counter will be energized. Counter |2| isconnected to leads |24 and |25. The former has a gap in it capable ofbeing bridged by'contact closing portion |26 mounted upon an arm, theposition of which is controlled by a coil |21, and this' lead is coupledto lead ||3'. Extending from the latter is a lead |28 which is connectedto coil |21. The other side of coil|2`| is connected to lead |30. Oneside of signalling unit 29 (correspending to lamp 30) is connected tolead |23, the

other side being connected to lead |30. Lead |30 is connected to' twosets of gaps, one of which is bridged by the contact portion of unit ||6when the latter is fully energized to connect lead |30 with lead |20.The second gap connected to lead |30 is bridged by the contact-makingportion of unit when the latter is fully energized and is coupled at apoint beyond the same to branch Branch |20 in addition to being providedwith gaps, normally bridged by the contact-making portions of units IISand when the latter are biased to their extreme positions by the springsor other structure associated therewith; has interposed in it asignalling unit |3| of any desired type, corresponding to lamp 29. Theextreme end of lead |20 after passing through unit |3| is connected tolead I3. Lead |25 is furnished With a gap bridged by contact portion`|32 and beyond the latter is coupled to lead II3'." Lead |20 is alsofurnished with a branch |33 Within which the coil |34 which actuatescontact-bridging portion |32 is interposed, and this branch is coupledto lead ||3.

As will be apparent, as soon Aas throttle is opened, switch 58 willclose, and accordingly the various circuitswill become energized. Withthe parts adjusted to the position shown, it is of course apparent thatno powerfulforward movement of the locomotive'can occur until there'-verse gear lever 26 is shifted to a position beyond that shown in Fig'.9, because in such showing a zero cut-off is occurring, or in otherwords, the valve mechanism will not admit a great deal of steam to thecylinders even although the throttle be opened. Consequently, assumingthat the rheostat 8 has been adjusted for a. predetermined maximum speedand with the lever 26- shifted slightly to permit the admission ofSteam, the locomotive will begin to move forward and the apparatus willfunction to cause a signalling indication, such that the engineer willbe aware that lever 26 is adjusted to a position where vsteam is beingadmitted to the cylinders for an .Under these circumstances he willshift lever 26 provide for a longer cut-olf. In' the interim, sigfaaaauo thus both-counters |2| and 22 will b 'e yfunction-` ing, due l'tothe fact that the cross-head switch -54 will periodically close thecircuit to transmit 5 impulses through lead ||4. Of course,'as the cutonis adjusted, the eective resistance of rheo stat ||5 will be decreased.As4 the resistance is .decreased the amount of current flowing throughrelay ||6 will be increased and the relay or voltl to open lead |20. Asaconsequence, signalling unit |3| will be de-energized and the engineerwill no longer receive an indication that the cut-off needs to belengthened. Simultaneously, coil |34 will be de-energized in order thatcontact bridging portion |32 will open the gap in lead |25, resulting inan inoperative condition' on the part of `counter|2|. However, A|22vvillof course, continue to function. Thus, total mileage will continue to betabulated upon the indicating panel 21, but ineiiicient mileage will 'nolonger be tabulated. If, of course, the speed of the locomotivecontinues to increase without further adjustment of lever 26, unit |6will function to gineer will rirst be made aware ofthe -fact that thecut-oil needs to be shortened and secondly 35 there willfbe registeredthrough' unit |2| any further mileage during which thelocomotiveoperates under these ineicient conditions. As the 4speed of thelocomotive increases to a further extent, the engineer will have'toshorten the cutoff again and'again to keep Asignalling unit |29 and coill|21ffrom being energized, until eventu ally the maximum desired speedis attained. This will be evidenced by the current output of generator||5 and- 45 dition between this generator in the gap of lead |20; l.

velop maximum draw-bar pulljand therefore no indication should betransmitted to the engineer.

Let us assume, however, that under these circum- 55 stances thevlocomotive continues to pick up speed, -in which ca se'it will vbeapparent that unit ||1- will be energized to an extent, such that itscontact-bridging portion willv close the -gap between lead ||4v andv|30. yWhen 'this occurs,

and coil |21 to lead H3. 'I'hisresults'in a :noyeelosing portion |26``tol close 60 current will flow from lead ||l .thr ough'1ea d .|30

ment of the.v contact the vcircuit between lead 'f5 contenu-1 win againbegin to, function a..-f.ro ssA head switch 5 4 isoperated..-.Simultaneonsly, curling lunit |29 is interposed, tocause anindication thatthefcut-oi sliouldfbe shortened.v By doing this ,the'engineer will, 'ot course',- vmaintain the necessary ."draw-bar pull,in order to retain the desired speed, but will operate the locomotivewith increased eilicienc'y. Assuming now that an upgrade is encountered,this will be evidenced in a slowing clown o! the locomotive andgenerator meter ||6 will be energized to a suicient extent close thegap, whichv its contact-bridging portionv Contact bridging portion |26-generator I5.

when a pre-determined coni, and rheostat I0 isreached, unit ||1 willfunction to move 'contact-bridging portion to interrupt the circuit wastoo long n sfr through lead m and lead Hl; Due to suchclosingofgthe 'tothat ,previously described should be noted that counter |2|valso'registers whenever the locomotive is travelling ata ||5,causin`gunitsiliand to assume the positions which have been illustrated in Fig.9, l

thereby resulting in an-energization of signallingv device |3| as wellas counter |21, the former serving to indicate the necessity-lof' againlengthenlng the cut-oil.

It will, 'of course, skilled in the art, that the difference betweencut-olfl to develop maximum power and lthat required to maintain speed,is a variable quantity, depending upon the draw-bar pull required tomaintain speed. If the draw-bar pull is very light, the difference isgreat. If the draw-bar pull is heavy, there is very little diierence andin fact it may be necessary to maintain a condition of operation on thepartof the valves such that be understan/d I by those -steam is admittedthrough a maximum or sub-v stantially maximum portion of piston travelinciate a 'recording device' with the' control and so that at the end of`a run a supervisor may be in total miles operated and ineflicientmileage, which ratio can be' established from the readings oi! |2|, butalso to know those portions or areas of the run during which eflicientregisters |22 and and ineflicient operation occurred. To this end and asshown in Fig. 9, a recorder |35 may be connected tothe lead extendingbetween the volt meters or units ||6 and ||1 the rheostat ||8 and Thisrecorder is of a type which may be 'purchased on the open market and forthis reason will lnot be deseribedrln detail. 'Suilice it tosay thatwith the connections as provided the recorder might conveniently embracea plurality of styli traversing a 'movable tape. The latter could eitherhave a constant movement in a position not alone'to establish the ratiobetween relation to given time intervals, or might be;

variable as'desired. One of the styli, controlled by leads 31l and 38,would record` upon the tape the actual speed of thelocomotive,v another.controlled by leads 21 and 50, would show speeds in excess or below theone initially determinedby the rheostat setting 3940, or ||9||8 as thecase may be, and the third, controlled by leads 31 'and I8, wouldindicate whether thev cut-of!y or too short; While a unit of thischaracter has not been shown in Figs. 2 to 5, the leads 38, v41, 49 and50 having terminal portions 5| have been shown and the method ofconnecting the recorder to these is obvious. Before departing from aconsideration of Fig. 9, it will be understood that inv of'apparatus maybe yson that ample signal most desirable for the-reaindication will beprovided in a position to properly control the reverse lever so" thatelcient operation struction expense will many` respects this layout andwith'such indication lthe engineer should be results. .A1so, itV willvbe understood that a considerable saving in con-v be involved in alayout.

of apparatus such as this,in comparison with the apparatus necessary inFigs. 2 to 5.

Furthermore, the devices |2|, |22 and |35 nsed v v singly or groupedprovidev an excellent means or checking on thel engineer with thesignals given.

Attention is called to the unit .|29 providesla'n "over-speed alarmsimilar greater than that for which rneostat Meer!! has been set. Thus,it-might behest to 'refonte to determine `whether or not he kept theengine adjusted ill coldn i counter 12| (or 32) as recording not onlyinedicient mileage but also improper mileage. 'I'he circuit whichaccomplishes the last two operations is as follows: from lead I4 throughnormally open breakers of relay I I1, through lead |30, :through signaldevice |26, through lead |23 to lead |I3' or from lead |30 through coil|21 and lead |28 to lead |I3. The en-ergization of coil |21 causesdevice |2| to function.

'is associated with the throttle control lever 25 and as suchfunctionsto disconnect the appara# tus (with `one exception) when thethrottle is completely closed.A Of vimportance are also the switches65', .56, 65, and 60 aswell as the crosshead switch 54. Moreparticularly switch 65 de-energizes .the circuit Aby interrupting thecurrent flow throughlead52 when the reverse lever is moved beyondmid-gear cut-off position to reverse position. Of course, as aforebrought out, the apparatus might be ampliiied so as lto provide signalsand/or controls functioning to cause an efcient operation of thelocomotive in reverse drive. However, in View of the fact that thelocomotive will,- as afore brought out, be operating in a forwarddirection, itis believed that the expense and complication of thusamplifying the mechanism is unnecessary, although the man lever 26, hewill cause an openingof the switch as he releases the latch 10. Thus,`while under these circumstances signal indications would be f given byunits 29 and 30, operation of the motor 81 would not follow.

The equipment comprising. switch 56, rod 66, latch 10 and cap 12 mayassume three separate positions. During automatic operation, latch 'I0is held in the up position shown'in Figures 2te 5.

`latch. 10 from contact with quadrant 1|, but

due to the outside of cap 12 being in the way, latch 10 could not-beraised suiiiciently to close switch 56. Thus, switch 56 remains openduring hand operation of lever 26.

Toggle switch 65 which should preferably be employed in additionv toswitch 65' results-when it is opened-in a de-energization of the coillwhichcontrols the reverse operation of the motor. In other words,forward movement lon advancing` of the gear may occur, although reversemove,-

ment ofthe gear will result only when the engin neer manipulates thegear to this end. It is preferable to arrange the equipment Iso thatduror switches associated with variable rheostat 15,

switches afore noted. l

The exception afore noted, in connectiongwith n deenergization of thecircuit and when switch 58 is open occurs due to the fact that'lead ||0(see Fig. 4) will remain energized, thus maintaining a current iiowthrough coil 89 to lock motor 81 against movement. Also, lead I|3 willremain energized. Counters 3| and 32 corresponding to the counters I2Iand |22 in Fig. 9 are connected with the terminals'51extending fromleads |00 and 52 as well as lead II3. Lead ||3, after leaving terminals51, has interposed in it switch 54.

After passing through switch 5d, lead ||3 connects to ythe operatingcoilsl of registers 31| and 32. The other side of operating coil ofregister coil of register 32 is connected by means of one of theterminals 51 to lead |00.

Cross-head switch 54 is disposed in series with.

both of these 'counters and it thusfollows that under all circumstancesand even with the throttle` closed total mileage will be registered ifthe locomotive is coating. Also, vof course as switch 54 closes andaccording to the condition of the parts, the total ineici'ent vmileagewill be registered, it being understood that the counters arercalibrated according to'the diameter of the driving wheels of thevlocomotive so that the strokes of the cross-head may be translated intomileage.

In both forms of the invention, it will be appreciated that theelectrical resistancedevice, coupled to and adjustable with the valvemechanism of the locomotive, in effect `provides a' gauge showing andembracing the various ranges of valve gear operation which should occurat various speeds of the locomotive. brought out, the generator respondsto and indicates the current speed of the locomotive, while thesignalling means shows whether the reversev gear is in properly adjustedposition, compatible Also, as afore l with the then current locomotivespeed. The

signalling means maybe in the form of lamps,

or any other desired mechanism whichwill re-x spond to the variablefactors, afore mentioned.'y

As shown in Fig. 9, this may comprise the entire set-up of apparatus,while, as shown, in Figs. 2 to 5 inclusive, a motor mechanism maybeprovided which will act to automaticallyv adjust the position of thereverse gear, in-the event that the cut-off should be lengthened orshortened.

From the foregoing'it will be understood that among others, the severalobjects of the invention as afore notedr are achieved. Obviously,

numerous changesrin construction and reartion as defined by the claims.

Having described my invention, what I claim an new and desire to secureby Letters Patent is: 1. A control for: av locomotive including, in

f rangements.l of?y the parts might be resorted to withoutdeparting'from the spirit of the inven-l l combination, a source ofelectrical venergy'the v value of which varies in accordance with `thespeedof movement ofthe'locomotive, avvariable rheostat connected tosaidsource, and to' be set to' occupy a. position corresponding to '-a speedwhichvhas been predetermined, circuit makers andbreakers connected toand governed by the electrical source as qualied vby said variablerheostat,'a further variable rheostat to vbe connected to the locomotivereverse gear to 'offer' a resistance to current ow proportionate to theadjustment 4of the gear, 'further circuit makers value of which variesin accordance with the motive so as to be driven at a speedproportionand breakers connected to and governed by the and breakersconnected to and governed by the -electrical source as qualied by saidfurther rheostat. and means connected to said circuit makers andbreakers to assume positions indicative of said rheostats being in abalanced con- .dition and out of balance with respect to each other.

2. A control for a locomotive including, in combination, a source ofelectrical energy the speed vof movement of the locomotive, a variablerheostat connected to said source, and to be set to occupy a positioncorresponding to a speed which has been predetermined, circuit makerselectrical source as quaiied `by said variable rheostat, a furthervariable rheostat to be con- -nected to the locomotive reverse gear tooier a resistance to current flow proportionate to the Yadjustment ofthe gear, further circuit makers and breakers connected to and governedby the electrical source as qualiied by said further rheostat, meansconnected to said circuit makers. and breakers to assume positionsindicative of -said rheostats being in a balanced condition and vout ofbalan-cew'itlirespect to each other, a further sourcev ofv electricalcurrent supply for operating said 'last named means, and meansconditionedupon the .position of said further rheostat for interruptingthe flow of current from fsaid further supply.

' current ow proportionate to the adjustment of .3. A 'control for alocomotive, having an adjustable reverse gear including, 'incombination, a source of electricalenergy the value .ofwhich varies inaccordance with the speed of movement of the locomotive, a variablerheostat'connected to said source, and to be set to occupy a positioncorresponding to a speed which has been-predetermined, circuit makersand break.-

ern connectedfto and governed by the electrical source as qualified .-bysaid variable "rheostat, a

further variablerheost'at to be connected to the locomotive reverse gearvto oer a resistance to .the gear, further circuit makers and breakersconnectedto vand governed bythe electrical sourceas lqualified by saidfurther rheostat, a

' source of further current supply, motor meansl vand energized by saidfurther current supply,l

controlled by a number of vsaid current makers and breakers andenergized by said further cur- .rent.supply, and means for connectingsaid motor means with such reverse gear, whereby to .automaticallyadjust the same to assume a position compatible with the speed ofmovement of the locomotive.

4. A control for a locomotive, having an adjustable reverse gearincluding, in combination, a source of electrical energythe value ofwhich varies in accordancefwith the speed of move-A mentof thelocomotive, a variable rheostat con neeted to said source, and to be setto occupy a position corresponding to a speed which has beenpredetermined;-circuit makers and break-` connected to and governed bythe electrical source asqualied by said further rheostat, a source offurther current supply, motor means controlled by said circuit makersand breakers means for connecting said motor means with said reversevgear whereby said motorvmeans may adjust the latter to a pitionlcompatible with the speed of said locomotive, and: means'also controlledby said circuit makers and breakers for rendering said motor means'inoperative when 'the condition of said reverse; gear is proper withreference to the speed of the locomotive, as determined by said rstnamed source of current.

5. A control to be applied to a locomotive and including a generator tobe coupledto a'. locoate to thespeed of movement of the locomotive,

circuit makers and breakers coupled to said generator, means coupled tothe reverse gear of the locomotive and connected to said generator andcircuit makers and breakers, said means being adjustable with, and topositions corresponding to the positions' of said reverse gear, saidmeans coupled to the reverse gear also being arranged to qualify theoperation of said circuit makers and breakersl as fundamentally governedby said generator and signalling means operated by' said circuit makersand breakers to indicate whether or' not said reverse gear is in aproperly adjusted position for maximum draw-bar pull compatible withsaid means coupled Ato the reverse gear and the speed of the locomotiveas determined by the speed of movement of said locomotive and connectedto said generator and a circuit makers and breakers, said means beingVadjustable with, and to positions corresponding not said reverse gear isin a properlyadjusted to the position of said reverse gear', said meansposition for maximum draw-bar pull compatible with said means coupled tothe-reverse gear and the speed of the locomotive as determined by thespeed of movement of said generator, and a `control means coupled tosaid generator to provide a factor determining the speed in excess ofwhich the locomotive should not be operated.

. 7; A control to be applied toa locomotive and including a generator tobe coupled to a locomotive'so as to be driven ata speed proportionate tothe speed of movement of the locomotive, circuit makers and breakerscoupled to said generator, means to be coupledto thefreversegear of thelocomotive and connected to said generator and circuit makers andbreakers, said means being adjustable with, and 'to positionscorresponding to the position of said reverse gear said means coupled tothe reverse gear-"also being arranged to qualify the operation o! saidcircuit makers and breakers as fundamentally governed by said generator,a `second set of circuit makers and breakers coupled to said generator,and means controlled by both sets of said circuit makers and breakers,and

of 'said Areverse gear not occupying harmonlouswith the requirements oithe loco-v motive as determined'by said nrst named means, said circuitmakers and breakers and by the connected to:A said reverse gear'andfunctioningin the eventA a position speed of the locomotive to vadjustsaid reverse gear to a proper position.

8. A control to be applied toa locomotive and including a generator tobe coupled to a locomotive so as to be driven at a speed proportionateto the speed of movement of the locomotive, circuit makers and'breakerscoupled to said generator, means to be coupled to the reverse gear ofthe locomotive and connected to said generator and circuit makers andbreakers, said means being adjustable with, and to positionscorresponding to the position of said reverse gear said means Acoupledto the reverse gear also being arranged to qualify the operation ofsaidcircuit makers and breakers as fundamentally governed by said generator,a second set of circuit makers and breakers coupled to said generator,and means controlled by both sets of said circuit makers and breakersand connected to said reverse gear and functioning in the event of saidreverse gear not occupying a position harmonious with the requirementsof the locomotive as determinedv bysaid rst named means,

said circuit makers and breakers Aand by the speed lof the locomotiveto`adjust said reverse gearto a proper position, and means for lockingsaidA last named. means when the reverse gear Vhas been adjusted-v to aposition compatible with the speed of movement offthe locomotive.

9. A control toy be appliedto a locomotive and including a generator tobe coupled to a locomof 4tive so as to be driven at a speedproportionate to the speed of movementof the locomotive, cir- `cuitmakers and breakers coupledlto said gene erator, means to be coupled tothe reverse gear of theA locomotive and connected to said 'gen- ,eratorand circuit makers and breakers, said means being adjustable with, andto positions corresponding to the position of said reverse gear" `ingarranged to qualify the operatlon of said said means coupled to thereverse gear also becircuit makers and breakers as fundamentallygoverned by said generator, va second set of circuit makers and breakerscoupled to said generator, and means controlled by both sets of saidcircuit makers vand breakers and a secondset of circuit makers andbreakers coupled to said generator, means controlled by said second set,and

connected to said reverse gear and functioning in the event of saidreverse gear not occupying a position harmonious with the requirementsof gear to a proper position, and means causing lsaid ,last named meansto be rendered inoperative to further advance said gear upon the same vhaving been adjusted to` a position of maximum advance.

10. A control to be applied to a locomotive and including a generator tobe coupled to a locomotive so as to be driven at a speed proportionateto the speed of movement of the locomotive, circuit makers and breakerscoupled to said generator, means to be coupled to the reverse gear ofthe locomotive and connected to said generator and circuit makers andbreakers, said means being adjustable with, and to positionscorresponding to the position of said reverse gear, said means coupledto the reverse gear also being arranged to qualify the operation of saidcircuit makers and breakers as fundamentally governed by said generator,a. second set of circuit makers and breakers coupled to said ,l"generator, signalling means operated by said circuit makers andbreakers to indicate whether said reverse gear is in a properly adjustedposition compatible with the requirements of the locomotive asdetermined by said first named means, said circuit makers and breakersand by the speed of the locomotive as determined by the speed -ofmovement of said generator, motor means controlled. by said circuitlmakers and breakers and coupled to and functioning in the event of saidreverse gear not occupying said i cuit makersand breakers coupled tosaid generator, means to be coupled to the reverse gear ofthe locomotiveand connected to-said generatorand circuit makers and breakers, saidmeans being adjustable with, and to positions corresponding to theposition of said reverse gear, said means coupled to the reverse gearalso being arranged to qualify Vthe operation of said circuitr makersand breakers as fundamentally governed by said generator, a second setof circuit makers and breakers coupled to said generator, signallingmeans operated by said circuit makers and breakers to indicate whethersaid reverse gear is in a properly adjusted position compatible with therequirements of the loco- Imotive as determined by said rst named means,

said circuit makers and breakers and by the yspeed ofthe locomotive asdetermined by the speed of movement of said generator, a currentsupplyline coupled to said signalling means to energize .the same, aswitch to be mounted adjacentto the cross-head of the locomotive andconnected to said current supply line, and to be opened and closedaccording to the position of said cross-head, and a counter arranged ina seriesy circuit with said cross-head switch and contacts under controlof a multiplicity of said circuit rmakers and breakers whereby said counter functions in response to operations of said `switch and saidcircuit makers and breakers.

12. A control to be applied to a, locomotive and l including a generatorto be coupled to a locomotive so as to be driven at a speedproportionate to the speed of movement of the locomotive, circuit makersand breakers coupled to said generator, means toy be coupled to thereverse gear of the locomotive and connected to said generator andcircuit makers and breakers, said means being adjustable with, and topositions corresponding to the position of said reverse y gear, saidmeans coupled to the reverse gear also being varranged to qualify theoperation'of said circuit makers and breakers as fundamentally governedby said generator, a second set of circuit makers and breakers coupledto said generator, signalling means operated by said circuit makers andbreakers to indicate whether said reverse gear is in a properly adjustedposition compatible with the requirements of 'the locomotive asdetermined by said first named means, said circuit makers and breakersand by the speed of the locomotive as determined by the speed ofmovement of said generator, va current supply line coupled to saidsignalling means to energize the same, a switch to be mounted u I' l0of' `thesvvitc'h 'accompani .the speedof th .'13, YA controlto beapplied to a locomotive and' lincluding' afgenerator tdbe coupled to alocomotive so. as tobedriven at a speed 'proportionate i to the-speedormovementof the locomotive, cirvcuit Amakers VVand breakers couplefd tosaid generatorfineanscoupled'to the reverse gear of the *locomotiveandjconnected to said generator and circuit makers 'andjbreakera saidmeans being l V20" adjustable witnaiid to positions vcorresponding tothe'pos'itioriofsaid reverse gear, said means coupled to the reverse'g'earalso being arranged to qualify the ope tion ofv said circuitAmakers and breakers tu danientally governed by said cuit makers landbreakers' to indicate whether or not saidrever'sel'gear is in a properlyadjusted positionio'r maximum draw-bar pull-compatible 'with saidmeams'coupled to the reverse gear and locomotive; as determined by '95generatonsi ailing-'means' operated by said cir.-

posed-insa supplyline and rendering the same 'l 35 inoperativet'oisupply current to said signallingmeans-when said throttle'is inclosed-position. J 14 A control'to be applied to a locomotive andincluding a generator to be coupled tota locomojtive s`oto be driven ata speed proportionate he s'peedoi" movement oi thelocomotive, cirr's. vnd breakers 'coupled to said gen- {thei o pei'- a tion v off said circuit-makers eakers fun.dairwntallvv governed byA said .-gerator,=signa1ling.meansxoperated by said cirposiiicn-rorimaximumdrew-par pun-'compatible properly and improperlyadiu'sted.

70 to disposition of -said reverse gear, said means coupled to thereverse gear also being 4'arranged -to qualify the operation of saidcircuit makers and breakers as fundamentally governedv by saidgenerator, signalling means operated by said ciru cuit makers andbreakers to indicate whether or nient of 'said generator, a curio,operating said signalling jcoupled'tothe reverse gear of the llocomotive "and connected to said generator and ciri 1 iit'-zfrnakers 7Vand breakerssaid means being topositions corresponding,.-

ionfof'isaid'reverse `gear, said means the "reverse gear' also .being'arranged vc uitfmakersand breakers'to indicate whether or]- notsaidreverre-gear-is fin a' properly adjusted Withfsaid means. coupledto-'theifreverse gear. and l P0199 the jfspeed; ofthe loc )moti`veA as ldetermined by .thel'speed-...of movementxof 4said generator, ajudgre 1 f'be aried'as'the cut-,omni said locomotive is regulated.- relayingmeansv under fthel control of riotsaidjreverse gear is in afpr'operlyadjusted positionl forf maximum draw-bar pull compatible with said meanscoupled to the reverse gear and .the speedof the locomotive'asdetermined by the speed of'vmovement-of Saidgenerator, a current 5supplyliriel-coupled'toY vsaid signalling means to operate-the latter, aswitch controlled by the cros`s-head1of v the locomotive and -coupled tosaid current supply'line, anda registeringdevice also coupled to said-currentlinel and 'governedbywldm the operations of said switch andamultiplicity of said circuitmakers and breakers. v

16. A control including, in combination, a

' generator to be coupledvvto a locomotive and driven at a-speedproportionate to the speed of 'locomotivemovement a variable electricalelement to be set''to a position vto correspond to.

the maximum speed .at which said locomotive is to be operated andcoupled to said generator, a

relay also coupled to said generator and said element and operating inresponse to the cur-.-

rent ilow as determined by fthe speedzof move ment of the generator andthe position of said element, a source of electrical current supply,

signalling means governed by said relay and 25 energized by said source,registering devices also connected to said source of current supply, and

a switch operated periodically and at a rate pro'- portionate to thespeed of the locomotive for interrupting the ilow of current from saidsource to said registering devices one of said registering device'salsobeing under control of said relay.

g 17. A control, including a generator to b e, coupled to a locomotiveandto be driven at a speed ,proportionate to the speed of thelocomotive, elements coupled to the generator, both of -said elementsbeing variable and one of the same being adapted-'t0 be setto positionscorrespending tothe maximum speed at which said locomotive should move;the other of the: same 40 'being coupled tothe reverse gear of saidloco'- motlve to correspond to the position occupied by said gear,relays coupled to and controlled by said1generator and said elements,anelectricJ motorl engaging said lreverse gear to shift the'same,fa'source1of electrical current supply, and

aswitch structure controlled by said relays and. coupling said motor tosaid source of current supply. to operate said motor and thus to shiftthe position .of said reverse'gear when said gear 50 i occupies aposition incompatible with 'the speed of the locomotive.

1 18. A controlv device for steamv locomotives `l rising asource ofjelectrical energy the valueoflwhich varies as the speed'of said vloco-55 i id -source ci electrlcal energy --and said -resistl ance device,and signalling means undercontrol 195A .control device forsteamlocomotives voo l'n'prising a source of electrical energy theV if'valueoifwhioh'varies as'the, speed of said locothe pluralityof saidrelaying means;

20,;A` control device-'- for, steam` `locomotiv'es comprising-'fa sourceof electrical Venergyl the ;4

' value oi .which varies asthef s'peed'oi said loco- 7

